Exactly the same here, wife told me, I said Blancolirio will have a report soon with facts.

I've been waiting for Mentour Pilot's take on it, but Juan's is as detailed and insightful as ever.

@@aaronandannelogan I like Mentour Pilot as well too, him and Juan have a lot of respect for one another. It's that fact that Juan is a 777 pilot that makes him very qualified to speak on this one, plus I love his "just the facts" take on everything he does. Funny enough, Juan's resemblance to Jack Webb is pretty uncanny!

@@aaronandannelogan Captain Joe had an excellent presentation on this flight.

Where did you get this information?

@@stefanfrankel8157 Not luck but skilled pilots accurately performing their well learned duties in an emergency.

@@peterferrydriver He means it’s just luck that the engine parts that fell off and hit houses and cars, did not kill anyone. There’s nothing the pilots could do about where the engine parts landed when the engine failed.

@@ThatOtherTom See AVHerald for more falling parts ,same day, Longtail B744 at Maastrich Netherlands, Chilling photo of bar embedded in auto.

@@ThatOtherTom Roger.

Well put, MacMedic

Or at least to be on one marked as "Funny" on VAS

I’ll second this.

Unless Juan is driving

I envision that intro/outro of Juan's coming over the PA system and then I'll know we're in one of his videos.....

Agree but also mainstream media is not the go to source for any news.

Looks like KDEN has a great engineer. Good job.

Same for space related news, mainstream media will reliably never get it right enough to tell you the whole story.

Thanks Jet!

They certainly were Calm. They had to repeat mayday several times to ATC, as if there was a lack of attention in the tower. I’m not sure that was the situation maybe they were really busy, but I was surprised about that. I mean no way am I waiting for ATC to tell me to turn around. Seems like they had to wait for 30 seconds or more for instructions to turn around. I understand that deviation from course risks interference with other flights, but I think announcing on the radio to everyone to be where we are turning around here’s where we are get out of the way. Not even 30 seconds delay is acceptable to wait for ATC. Automation is coming soon to eliminate these human delays. That will be a great leap forward. Automated ATC and no more pilots, even though these guys did a good job, the pilot I mean.

@@steveperreira5850 Automated ATC and no more pilots??? Sorry, but nothing could be more absurd. I mean no disrespect to you personally. There is no replacement for human interaction. Any automated system is only as good as the individual(s) who designed and/or created it. Yes, there is human error, but there is also system error and failure. So instead of dealing with one possible error, you could be trying to figure out the original issue as well as the problem with the system. You had mentioned not waiting for instructions prior to turning around. That alone is a massive mistake. You could be turning into the path of another aircraft, or creating additional problems for ATC. The odds of an American being killed in a plane crash is roughly 1 in 11 million. The odds of an American being killed in an auto accident are about 1 in 5,000. That being said, the U.S. is doing very well with humans working ATC and as pilots. I can assure you that if we were to automate ATC as well as replacing human pilots with computers, the airlines would go bankrupt in no time flat. Anyone who knew something about aviation (ATC, ex-pilots, aircraft mechanics, meteorologists, administrative personnel, consultants, etc.) would NEVER set foot on an airplane again. The human element is imperative for safe operation of any aviation operation.

Agree 100%. A big deal is a fire that can't be extinguished.

"A routine emergency'. Not sure those exist.

@@TheJazsa80 One that is trained for a lot, in the expectation that, in the once in a lifetime that a pilot ever experiences it, he will do the procedures, and be there to explain what he did afterwards, to improve things as well for all others.

Juan, I suppose you might be a little nervous knowing you fly these planes. Hopefully this is just a one-off scenario.

@@biketothetop Do not think he is worried at all, as he has the training to cope with it, and it is tested in a simulator regularly, so that it becomes a muscle memory item, plus a handy checklist to handle all the details as well. He probably worries more about having drunk passengers, weather conditions and missed connections than the aircraft failing.

I live right by Broomfield (just west) and may people heard the explosion so avoiding the news was not an option! I was in my car so I totally missed it.

John, you are correct about the fire suppression requiring the cowls to work. I worked for Boeing for 43 years and know the 777 airplanes. When the fire suppression handles were pulled it should have shut off the fuel at the pylon. That alone should have stopped the fire. For some reason the fuel did not shut off.

Core cowl still there, fire external to area protected by fire extinguisher.

@@jimpalmer1969 yeah but is fuel burning or oil?

@@jimpalmer1969 Could this be oil, rather than fuel, which is burning?

@@jimpalmer1969 There's at least 5 gallons of fuel still in the MEC and fuel line even though the T-handle was pulled. That'll burn for a while.

I have flown in and out of EWR from Berlin Germany on United many times. Thanks to you and your coworkers for making it a good experience. The Polaris lounge at EWR makes any layover pleasant as well.

So how's things going up in Newark? All quiet down here in Long Branch...

"It's snowing Boeing!"

@@toomanyuserids Now that lol

I'm over east of 25, but I see the 777s and such on westbound departures all the time. Didn't see this particular one but wow. Really glad nobody on the ground was hurt--seems like sheer luck to me.

Small World

@@toomanyuserids You win the internet today.

Dear future system: i’m curious about a couple of things as an amateur single engine VFR pilot. Looking at the video the engine is on fire and it is shaking badly, as if it could tear off, which would be a really bad situation. Are the pilots aware of the fire and the severe Vibration? Can They actually see it without leaving the cockpit? If not this is a severe design error, the engineers should install video cameras to see the engines while in flight. That’s my comment. It would be so simple to do this. If the vibration is bad do the pilots in the checklist attempt to change the airspeed, likely reduce airspeed, to see if the vibration decreases, and also to see what effect it has on the fire. To me it seems a severe limitation if you cannot actually see the engine. To me it seems like the situation could get worse at any second, the fire could get worse, vibration could get worse, or both, leading to a catastrophic failure such as the wing falling off, or the engine tearing off and damaging the flight controls on the wing. In this situation, it seems to be that you would want to get the plane on the ground immediately, as soon as possible anywhere you can land. I understand there are emergency services available at the airport and that is probably the ideal place to be. But why not land downwind, it was only a nine knot Wind condition, I think that is the worst downwind situation they had, but, regardless, getting the aircraft on the ground, every second counts when you have a fire and severe vibration. Why not take runway 080, the closest? I’ve seen a number of these aircraft incidents where there is a fire and instead of getting on the ground right away, even using a road or a field, there is an attempt to get back to an airport and catastrophic failure occurs first. Obviously there are tough calls to make here because the airport has the emergency services available. But an engine fire that cannot be extinguished is a severe hazard. Maybe I should look up the checklist for an engine fire on a twin jet engine aircraft. Is it different if there is a fire rather than just an engine failure? Like you say, an engine failure is not that big a deal if there are not parts flying all over the place, and no fire.

@@steveperreira5850 Lots to unpack... Vibration is due to some imbalance within the engine, either in the core or if a blade was lost. Yes, it can be felt as the entire airframe is buffeting a bit. There's an indication if the fire is within the scope of the sensor but I suppose it's possible a fire could be in the pylon or somewhere and not be sensed or within capabilities of the suppression system. Other fire detectors are in the cargo areas, wheel well, lavatories and APU. The amount of vibration in the video doesn't appear to be enough to tear the engine off the wing but I'll leave that answer to the engineers. We were told that the pylon is designed such that if it fails, it releases above the wing, not below, to protect the fuel tanks (and hopefully not hitting the stabilizer) by a Boeing engineer one time during a Q & A. Perhaps someone can give you a valid answer. Most 2 engine Boeings have the ability to see the engines from the cockpit, but not each model depending on the fuselage length. So if there's a question about what is going on, a flt attdnt might be asked to report what they see or the Skipper might send the co-pilot or, on long range flts where there are relief pilots, one of them might go back and inspect. No one answer here and it's up to the crew to decide what additional info they might want. I believe the A-380 has a camera on the tail but that is not the case on the B777-200, at least at my airline. Future jets may have this feature but that's a guess. Everything has a "cost-benefit analysis" and this is especially true on airliners. The last people asked, if at all, are the pilots! As far as airspeed, there is no one choice for your question. It's been reported that crews have done a "high dive" to put the fire out if the suppression system fails but reducing speed would likely be the first choice to minimize the vibration. There are separate checklists for an "Engine Fire" or "Engine Shutdown/Severe Damage or Compressor Stall" that direct the crew, in the exact sequence of steps, to secure the engine or perhaps restart it if certain parameters are met (such as a flameout). All are practiced during initial training and recurrent. Once you've shot the bottle into an engine, attempting a restart would be highly unlikely, if even possible, and I've never heard of that happening. From the B-777 checklist for severe engine damage: If high airframe vibration occurs: 􀂄 Airspeed and/or altitude..................................................Reduce Vibration may be reduced by decreasing airspeed and/or altitude. If vibration continues or returns and further airspeed reduction and descent is not practical, increasing airspeed may reduce the vibration. Note: Although airframe vibration may seem severe, it is unlikely the vibration will damage the airplane or critical systems. Rwy selection is up to the crew but is viewed against the landing weight and thus the approach speed that weight requires as well as rwy length available, so your question is a good one. Rwy 7/25 and 8/26 at DIA are both 12K long and 34L/16R is 16K long. They chose 26 and did a fine job. I flew most of my career out of Denver at both Stapleton and DIA and this airport is a pilot's dream. Long, widely spaced rwys, few obstacles in departure clearway, triple simultaneous ILS approach capabilities, LLWS (windshear alert system) and that's the short list. I guarantee you if the crew felt the situation was out of hand they would've landed downwind and taken the risk of rolling off the end. The tower reported winds were north at 9, so it would've been basically a direct X-wind to either of the east west rwys. The got vectored away from the terrain, ran the checklist for the engine fire, single engine approach and perhaps dumping fuel, checked single engine landing performance in the event of a go-around, rwy landing limit for their expected weight, altitude and temp, notified the cabin crew of the situation and other info they need in the event of an evacuation in order to prepare the cabin, setup the for the ILS 26 approach and landed. Busy much? You bet ! The B-777 has the best brakes of any Boeing jet I flew which includes the 727, 737, 747-400, 757 and 767. Hands down amazing brakes, as Juan would likely attest. But the plane was carrying an enormous amount of fuel for the 7 hr flight plus contingency fuel for ETOPS to Hawaii ( a whole different discussion) so dumping to max landing isn't always an option if time is critical. As you heard, it takes time to run the Electronic Check List (ECL) so landing heavy with a tailwind may not be the best choice. The 777 has a very well designed fuel jettison system that allows crew to set the landing weight desired and the fuel system will dump fuel to that weight, does so automatically and shuts itself off when it reaches that weight, again, all directed by the checklist(s). I didn't hear any request or report to ATC of fuel dumping (this is a req'd call to ATC) so they likely landed overweight to get on the ground as soon as they were ready for the approach. It appears the fire was in the hot section/reverser area and I'll let the others here argue about the threat it posed. A mechanic may have a different perspective than the crew but that's the beauty of hindsight. There are two bottles that can be shot into the engine, if required. The drill in a jet is the same as in my Cessna or whatever you're flying when the sh*t hits the fan: Fly the plane first, silence the alarms, if any, confirm the emergency (ie, make sure you are dealing with the correct problem and procedure before you start shutting something down) and then run the correct checklist(s) for the situation at hand. Your instructor likely drilled this into your head a million times and professional crews are no different. Again, it looks like this crew did a great job and a tip of the hat is due. There's an old story about a passenger asking an airline Captain, "Is it true you make that much money in a year?" And the Skipper says, "Sometimes I make it all on one flight." This is the case here, I would suggest!

@@jake5703 thanks for typing that, lots of good info

With a 28 year career flying jet airliners I never had an engine shutdown in flight. The only engine related problem was a starter came apart during an engine start.

@@PolPotsPieHole Steve had a lot of great questions. Took up a lot of space but glad it was helpful. A vast majority of aviation knowledge I obtained came from the mentoring of some amazing Captains. I just hope I passed some of that on and left the industry and aviators who filled my seat in better shape than I found it. Blue skies and tailwinds!

The pilot should never feel the need. As a pilot myself, there is three rules. Aviate, navigate, communicate. In this case they had the time and communication is good, if you can. Otherwise it is unnecessary if it should interrupt flying or navigating the aircraft!

@@Flight_dreamz I understand that (just passed my private checkride the end of January), my reasoning for what I wrote is the story's of someone that goes farther then they really should have before calling mayday. Mayday is just another tool in the bag, it's always there to use, don't be afraid to use it. Just like a slip to line up with the runway or lose altitude.

@@ansel_av2887 I’m with FD above. Call the Mayday at some point before you need to…it’s not likely the most important thing you have to think about. ATC won’t let you descend or turn as you need to? THAT would be a time you’d need to declare an emergency. Can’t get the runway you want for your emergency situation? Declare! If you state your initial needs and get them while focusing on aircraft control and emergency checklists, you don’t loose points for not calling out “Mayday” from the outset. As you noted…it’s a tool in your bag. It’s unlikely to be the most important tool when you first see an engine fire.

I'm not taking away anything from this particular crew. They did an outstanding job! But you simply CANNOT (in any way shape or form) compare a "plain old" single engine failure, to what happened to the crew of UNITED 232. It was almost miraculous what the crew of 232 achieved. They pretty much did the impossible.

@@747-pilot I would agree. The United 232 crew did the impossible.

Ironically, Flight 232 also originated from Denver just like Flight 328, except back then it was Stapleton Airport.

@@747-pilot , that's the second thought I had as well, First was , I hope the plane landed.

They deserve any recognition that anyone wants to give them.

Funny , we need to wait now for the picture or re-inactment on their wall. 🛩️✈️🏔️

How did you arrive at overweight ?

@@1STGeneral generally on these longer flights the aircraft takes off with more weight then they are supposed to land with because of fuel. The Fuel would normally be burned in flight bringing the aircraft's weight down under its landing weight.

@@1STGeneral Agreed, probably heavy, but certainly not overweight. The 777-200 can go 0ver 5000 miles with 300 passengers, Honolulu is only about 3400 miles and this aircraft had 241 on board. So loaded, but nowhere near max gross.

@@1STGeneral < probably landing weight!

Down to three things: 1. Training, 2. Training, and 3. Training. Save the excitement for the simulator.

Normal. The PSA flight that crashed in San Diego in the 70’s, the last words of the captain were a relatively calm “This is it baby.”

No!!! It's UNPRECEDENTED!!!!!

@@BerndFelsche ZACTLY

Well trained👨‍✈️

This is has been fairly well drilled into my head during my private pilot training. If you, the pilot in command, need or want outside help and the full attention of ATC, call the emergency. Some may fear unwanted FAA attention afterward, but we're told that shouldn't happen. Calling an emergency is a bell that can be unrung if the situation is resolved. Once when I was doing pattern work and touch & go's on a 7200' long runway, about 4000' longer than my little 150 really needs, the tower asked me if I can turn early to make a quick landing for spacing with other incoming traffic. I replied that I could do an engine out landing and turn immediately. Since I didn't say "simulated engine out" the tower very calmly asked if I wanted to declare an emergency. That one moment really taught me that declaring an emergency isn't something to fear. I'm sure the controller knew I was simulating the engine out - I'd been doing touch & goes on his runways for almost an hour - he knew I was a solo student and I think he used that opportunity to drive that point home.

@@tomcoulter6121 , Tom, my son has a 172 he rebuilt 5 years ago. He's been flying since he was 16, now 44. He flew out to Marana Az from Guntersville Alabama. He had been calling me and his dad and uncle along the way to keep us posted how he was doing. At one point no one heard from him, during his fuel stops he would call. 5 or 6 in all. As his mom, I wasn't willing to wait just to see and wonder , as some were saying no news is good news,so I called the FAA. My son was more worried about if the FAA was going to give him a hard time, but the FAA guy's I spoke to were absolutely fantastic. They assured me first off not to worry and started right away getting his phone number and last fuel stop. Within a long 20-30 minutes, they called and said everything was fine, he was just a bit tired and he called me back. The FAA said sometimes they just loose tract of time or the pilot knows where they are and not worried but the family doesn't know where the pilot is ,and is worried. So they told me there are no worries for him, he won't get any bad marks and the FAA said these kinds of stories are common but not all the time. His uncle on the other hand told me later that night, my son called him and asked him what he would do because he had only 10-15 gallon's of fuel left and should he fly on to next uncontrolled airport to get fuel. His uncle said "land the plane or he would remove the engion,remove the wings,remove the tires, and remove his seat"! His uncle had also been flying since he was 16, now almost 70 and is a machanic for airplanes, privately, not commercial. It's the "get there it is" can get you killed for some private pilots who start to question what they have been taught instead of doing exactly what they have been taught.

That’s a very good question. To many worry about what happens if they actually say the words mayday or I declare an emergency. This is coming from someone who has said “I declare an emergency” the paperwork took less than 2 hrs. That included the 30 mins to get my nerves to settle down plus make a call to tower to find out exactly what time I set the bells off. They could also be worried about being grounded. I was flying again the next day. But even if the paperwork or having the FAA say your on the ground for a little bit of time is worth it. I would rather land and get home to my daughter than be worried about some paperwork.

Agreed

Not just calm, that was Sully Cool.

Both the FO and the Captain are in the ATC audio. Listen carefully and you can hear the difference in age and demeanor.

Thanks! I know you've been here for awhile too!

@@osakarose5612 wow, sorry that happened to you, sounds like you need to be offered a movie roll 😂🥴

Yeah, have you seen the minivan the nose ring landed on? I called that a write off Edit: It was apparently a pickup not a van. point still stands

Ye Old Grognard not too long ago we had to replace the inlet cowl off one of our B777 that had sustained some bird strike damage and taking that inlet cowl off was quite a handful, so, yeah having one land on your car is going to make one hellava dent😩

@@psoon04286 I can imagine the police accident report.: Make of Vehicle #2: Boeing Model: 777-200 Driver Name:...."

@@Silverhks United Airlines or the engine manufacturer will be writing a check to the owner of the minivan.

@@curtisfish7984 Same for the home owner, they will be getting a complete new roof, no charge, no insurance deductible, no fault claim.

Maybe you should consider a relationship with God Lucifer. If I pray I tend to be less terrified.

@UCEoaYlGvP9kidrnYc3UE6zA I am aware. I am an A&P mechanic and ultra aviation geek with 30+ years of obsession. I’m just humble enough to admit that I don’t know if a burning engine is going to do something unexpected in the next few minutes.

@@thereissomecoolstuff yay Bible thumpers!! Have you considered that MAYBE I just love the TV show?

Why be afraid? Doesn't who you worship thrive on chaos?

@@lucifermorningstar4548 have you considered I don't know about the TV show. I didn't catch your credentials in your name. Dont know how I missed it. Read through your comment pretty fast. I have never been terrified and I'm not a Bible thumper. I am humble enough to know there is a God and there are miracles. This is pretty close to one if you ask me. That much I do know.

Wow, can you picture a big doberman picking up the cowling and trying to bring it home to put in his dog 🏠, Good job fur kid! 🐕✈️

Yes, fanblades that hurt people...

Bad day for Pratt

indeed above Meersen from the airport Maastricht kzfaq.info/get/bejne/lcqeotxerafIpIE.html

@@janfrankena1440 Thnx for the link, it's not that far from where I live, I had no idea. Are they really talking like she's seriously going to keep the part? I don't speak Dutch.

@@janfrankena1440 , how do we get the English version? Thanks

Thank you!

Sorry to hear about your dad but glad he was and your brothers were ok. My son has flown since he was 16, private pilot. We are from Denver and Tucson and would watch the planes fly over us in south Tucson, (live on Santa Clara street) amazing! But the hypersonic booms I never got used to. As my children were growing up we would go to the closest international airport and sit and watch people coming in and going out of airports, you can't do that now, and watch airplanes landing and taking off. My kids all fly eather private or commercial. " Keep the Blue Skies Up"

​@@foxiedogitchypaws7141 Thank you Foxy Dog. It was such a tragic event and knowing those two air tanker pilots lost their lives 😞 was devastating . For many years now I’ve lived in the Central Valley of CA, but growing up I lived in the Bay Area, and we used to drive to the Oakland Airport and watch planes. They used to have an observation deck where you could walk outside and watch the planes from there. My Dad and brother and I would also go to the fly-in air shows, and the one at the Columbia Airport used to be on Father’s Day weekend. We would sleep under the wing of an airplane. Back in the day when I was a young adult I had such a crush on an air tanker pilot. He was a dozen or so years older than me, and didn’t even know I even existed 😆, but I would stand on the edge of the field and watch my “hero” take off as he was going off to fight a fire some where. There I was standing in the broiling sun this fair skinned redhead stood watching and waiting for his plane to take off and then wait anxiously for his return and oh the sound of those radial engines on the old Grumman S2’s 😌. LOL I was smitten. Years later my brother told me he had become an airline pilot, and that he also raced cars and had a terrible accident, and his hands had to be amputated-but apparently he persevered and actually learned to fly with his new hands, but his airline career was finished. I can only imagine how devastated he was, but apparently the old adage is true “You can’t keep a good man down”. I’ve been fortunate to be able to fly in a few special planes ~ a couple of them were an old restored N3N, bi-plane that was an old Coast Guard trainer and a Stearman - one lesson I learned the hard way, if you have long hair and have the chance to fly in a bi-plane, don’t decline wearing a helmet for vanity sake because you think it will mess up your hair - 😂 - by the time we landed I looked like I had stuck my finger in a 220 light socket, and had so many tangles it took me an hour to get them all out 😆. Foxy Dog I’ll be sending prayers for your kids that their skies will always be fair, and turbulent free and that they and the souls that fly with them will always be safe 🙏🏻✈️☺️

That's a strange thing to think over the years.

I think the ATC reported that the message was "stepped on" so it's possible they didn't hear the first call out. Once they did, though, they handed the entire airport of UA 328. Gotta love practiced procedures in the cockpit and on the ground. "You said Mayday, Mayday. Well, you're now the most important aircraft anywhere near Denver."

I wish you were mega rich too. That way at least one pilot(Juan) would always have a job. Isn't it amazing that two pilots you never heard of were able to do this without input from Juan?

@@Kevin_747 Hail Juan!

@@TheJazsa80 only when stepping on a plane my friend which Is often . . Red Bull gives you wings . Juan keeps you in the air

Yep, wait an hour and the Wx in Denver will change. Guess you could say we get more than our share of "Climate Change". LOL

Both aircraft with Pratt & Whitney engines. I would not want to be on their incident response team right now...

@@osakarose5612 Yeah I wouldn't start any conspiracies about P&W. I would have to check how similar are PW 4056 and PW 4077, but unless they happened to be repaired recently with parts from the same lot or if there is some other tangible connection - I wouldn't blame the designer. It might be some error by the maintenance for example. Although this is just speculation, because this ring almost looks like it slid off the engine. Or explosion happened to destroy stuff that was attaching it (and it should be attached in more than one place).

@@jannegrey593 fan-blades made in India, to save those profits-boosting pennies ?

@@None-zc5vg Maybe. I'd have to check out in which factory they make them. India is a place where you can make everything. From highest quality to lowest. We will know after investigations of course. If both engines' blades were made there - they will check it.